Railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination system and method

Abstract

The present application relates to the technical field of bridge engineering, and relates to a railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination system and method, which is suitable for small-angle skew crossing line structure, and comprises two types of structures of railway bridge transverse portal rigid frame pier and railway bridge longitudinal continuous beam, that is, large rigidity portal rigid frame pier pier body is arranged on both sides of the shoulder of the railway or road to be crossed along the lateral direction of the line, a portal rigid frame pier beam is arranged above the railway or road to be crossed, a transverse portal rigid frame pier along the line is formed, the beam of the portal rigid frame pier is used as the beam of the longitudinal continuous beam, the portal rigid frame pier is used as the pier in the continuous beam, and longitudinal continuous beam side piers are arranged before and after the railway or road to be crossed along the longitudinal direction of the line, so that a structure system of the railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination is formed. The structure system effectively improves the stress condition of the simply supported beam of the portal bridge pier and effectively reduces the structure height of the simply supported beam of the portal bridge pier at the crossing position.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of bridge engineering, in particular to a railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination system and method. BACKGROUND

[0002] When a new railway overpass or a railway overpass crosses a railway, a highway or an urban road, it is usually desirable to have a smaller height to reduce the line elevation, the bridge height and the bridge length of the railway overpass, and to create good conditions for the horizontal and vertical sections of the railway line. Sometimes, due to the control of the horizontal and vertical sections of the railway line, the height of the railway bridge structure and the net height under the bridge are often strictly limited, and even have to be compressed to the limit, so that an ultra-low height bridge structure must be used to cross the railway, the highway or the urban road. This situation is often more prominent when the railway crosses the railway, the highway or the urban road at a small angle.

[0003] The railway overpass generally adopts the forms of simply supported beam, longitudinal continuous beam, frame bridge and rigid frame bridge, and under special conditions, it also has to adopt the forms of trough beam, steel truss beam, profile steel beam and steel plate (or steel box) beam. When the height of the bridge structure and the net height under the bridge are strictly limited and only meet the minimum clearance requirements (especially when the clearance only meets the minimum clearance requirements of the electrified railway), the height of the beam bridge structure such as the prestressed concrete simply supported beam and the longitudinal continuous beam is high, and cannot meet the minimum clearance requirements under the bridge. The trough beam is not convenient for the daily inspection and maintenance of the railway, especially the replacement of the railway track tie in the trough beam. Although the steel truss beam or the profile steel beam and the steel plate (or steel box) beam have a low structure height, when the crossed railway is an electrified railway, the power supply line and the bearing cable of the overhead contact line are high-voltage live bodies, and the return line of the overhead contact line also has a low-voltage live body. The steel truss beam, the profile steel beam and the steel plate (or steel box) beam arranged above the power supply line, the bearing cable and the return line of the overhead contact line will cause electromagnetic induction, which does not meet the safety, environmental protection and energy saving requirements, and cannot ensure the safety of the maintenance personnel during the daily maintenance of the railway bridge in the future. Even if the crossed railway is a non-electrified railway, due to the large and difficult maintenance workload of the steel truss beam, the profile steel beam and the steel plate (or steel box) beam in the later period, it also does not meet the requirements of the railway operation management department, and has high investment and large operation and maintenance cost. Therefore, the commonly used prestressed concrete simply supported beam or longitudinal continuous beam, the trough beam and the steel truss beam, the profile steel beam and the steel plate (or steel box) beam are not established or are extremely unreasonable due to the high structure height, the failure to meet the clearance requirements under the bridge, the failure to meet the requirements of the railway operation department for convenient daily maintenance, safe daily maintenance and small operation and maintenance cost, and it is difficult for the railway transportation department to approve and implement them.

[0004] However, when a railway bridge crosses a railway, a highway or a city road at a small angle, the structure design of the small-angle skew frame bridge or rigid frame bridge is extremely unreasonable, the stress of the structure is extremely complex, the arrangement of the structural steel is very difficult and unreasonable, and many other problems exist.

[0005] Therefore, when the railway bridge crosses a railway, a highway or a city road under the control of the line plan and longitudinal section conditions, the structure height and the net height under the bridge are strictly limited, only the minimum passing net height requirement is met, especially the railway bridge must use an ultra-low height bridge structure to cross, and when the railway crosses a railway, a highway or a city road at a small angle, a reasonable railway bridge design is needed to meet the design and construction requirements of the iron-over-iron overpass or the iron-over-public overpass bridge under this condition. SUMMARY

[0006] The present application provides a railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination system and method, which solves the technical problems of the above-mentioned iron-over-iron overpass, iron-over-public overpass and public-over-iron overpass and other crossing bridge structure height and passing net height strictly limited, which needs to use a low height or ultra-low height structure.

[0007] The present application provides a railway bridge transverse portal rigid frame pier and longitudinal continuous beam combination system and method, which solves the technical problems of the above-mentioned iron-over-iron overpass, iron-over-public overpass and public-over-iron overpass and other crossing bridge structure height and passing net height strictly limited, which needs to use a low height or ultra-low height structure.

[0008] Preferably, the transverse portal rigid frame pier is combined with the longitudinal continuous beam as a whole, the transverse beam of the portal rigid frame pier is used as the transverse beam of the longitudinal continuous beam, and the portal rigid frame pier is used as the pier in the continuous beam,

[0009] Preferably, the transverse beam and the pier body of the portal rigid frame pier are provided with a strut or a large strut according to the stress and crossing clearance requirements, so as to reduce the structure height as much as possible when crossing the railway or road clearance range.

[0010] Preferably, the pier body of the portal rigid frame pier is a thin-walled pier structure, so as to improve the stress condition of the portal rigid frame pier and reduce the lateral span of the portal rigid frame pier as much as possible and improve the landscape effect of the train or car passing through the bridge quickly.

[0011] Preferably, the cross beam adopts prestressed reinforced concrete structure or reinforced concrete structure according to the span, and the longitudinal continuous beam adopts prestressed reinforced concrete structure or reinforced concrete structure according to the span.

[0012] Preferably, the cross beam is designed to be in the same height with the continuous beam in the range of the clearance of the railway or road, so that the structure system is matched, coordinated and consistent when crossing the clearance of the railway or road, and the crossing effect in the effective space range is fully played.

[0013] Preferably, the size of the pier body of the portal frame bridge pier and the size of the cross beam can be lengthened along the longitudinal direction according to the requirement.

[0014] Preferably, the pier body of the portal frame bridge pier and the cross beam are designed to be matched with the continuous beam structure in a controlled manner to realize the design rationality of the structure system.

[0015] Preferably, the structure can adapt to the low-height and ultra-low-height structure design requirement of crossing the railway, highway or urban road, and can effectively solve the low-height and ultra-low-height bridge structure design problem of the iron-over-iron overpass and the iron-over-public overpass.

[0016] The application also provides a combination method of the lateral portal frame pier and the longitudinal continuous beam of the railway bridge, which comprises the following steps:

[0017] In the first step, the pier position of the portal frame bridge pier is designed on both sides of the railway, highway or urban road to be crossed, and the site nearby is leveled, the foundation of the portal frame bridge pier is constructed, then the pier body of the portal frame bridge pier is constructed, and the foundation, the pier body and the top cap of the continuous beam side pier are simultaneously constructed, and the support of the continuous beam side pier is placed;

[0018] In the second step, the column-beam method is adopted to erect the portal frame bridge pier, the cross beam, the inclined strut and the cast-in-place support of the continuous beam;

[0019] In the third step, the portal frame bridge pier cross beam, the inclined strut and the beam body of the continuous beam are cast in place, and the height of the cross beam is consistent with that of the continuous beam;

[0020] In the fourth step, the column-beam cast-in-place support is removed and the beam is lowered;

[0021] In the fifth step, the continuous beam bridge deck system is constructed;

[0022] In the sixth step, the line and track equipment are laid on the bridge.

[0023] Beneficial effects: the present application provides a railway bridge transverse portal frame pier and longitudinal continuous beam combination system and method, comprising the following steps: first, design pier position and nearby flat ground on both sides of the road to be crossed according to the design of the portal frame pier, construct the portal frame pier foundation, then construct the portal frame pier body, and construct the longitudinal continuous beam side pier foundation, pier body and top cap, and place the longitudinal continuous beam side pier support; second, adopt column-beam method to erect the portal frame pier, transverse beam, inclined strut and longitudinal continuous beam cast-in-place support; third, cast-in-place construction of the portal frame pier transverse beam, inclined strut and longitudinal continuous beam body, the height of the transverse beam is consistent with that of the longitudinal continuous beam; fourth, adopt the column-beam method to remove the cast-in-place support and fall the beam; fifth, construct the longitudinal continuous beam deck system; sixth, lay the line and track equipment on the bridge. The scheme adopts the railway bridge transverse portal frame pier and longitudinal continuous beam combination system, uses the transverse beam of the transverse portal frame pier as the middle cross beam of the longitudinal continuous beam, so as to form a cross-shaped three-dimensional combined structure, effectively reduces the stress span of the transverse beam of the portal frame pier, thereby reducing the structure height of the transverse beam of the portal frame pier, meets the environmental protection and energy saving requirements, and has good landscape effect. The present application provides a new design scheme, design method and solution for the railway bridge design of railway crossing railway, highway and urban road at a small angle. The present application has good reference and reference significance for railway bridge design, and has very wide application prospect.

[0024] The above description is only a summary of the technical scheme of the present application, in order to more clearly understand the technical means of the present application, and the content of the specification can be implemented, the following will be described in detail with the preferred embodiment of the present application and the accompanying drawings. The specific embodiment of the present application is given in detail by the following examples and their accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0025] The drawings described herein are used to provide further understanding of the present application, and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute improper limitation on the present application. In the drawings:

[0026] Figure 1 It is a main view schematic diagram of the structure of the railway bridge transverse portal frame pier and longitudinal continuous beam combination system and method of the present application;

[0027] Figure 2 It is a main view schematic diagram of the structure of the railway bridge transverse portal frame pier and longitudinal continuous beam combination system and method of the present application;

[0028] Figure 3 It is a half-pier top plane half-base top cross-section schematic diagram of the railway bridge transverse portal frame pier and longitudinal continuous beam combination system and method of the present application;

[0029] Figure 4It is a partial enlarged view of the top plane of the half-pier and the half-base section of the half-pier of the railway bridge transverse portal frame pier and longitudinal continuous beam combination system and method of the present application.

[0030] Reference signs: support column 1, longitudinal continuous beam 2, pier body of portal frame bridge pier 3, longitudinal continuous beam side pier 4, transverse beam 5, inclined strut 6, beam joint 7. DETAILED DESCRIPTION

[0031] The principles and features of the present application are described below in conjunction with the accompanying drawings, in which the examples are used only to explain the present application and are not intended to limit the scope of the present application. In the following paragraphs, the present application is described in more detail by way of example with reference to the accompanying drawings. The advantages and features of the present application will be more apparent from the following description and claims. It should be noted that the drawings are very simplified and use non-precise proportions only for the purpose of facilitating, clarifying and assisting in the explanation of the embodiments of the present application.

[0032] It should be noted that when a component is referred to as being "fixed" to another component, it can be directly on the other component or there can be an intervening component. When a component is referred to as being "connected" to another component, it can be directly connected to the other component or there can be an intervening component. When a component is referred to as being "disposed" on another component, it can be directly on the other component or there can be an intervening component. The terms "vertical", "horizontal", "left", "right", and similar expressions used herein are for illustrative purposes only.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein only for the purpose of describing specific embodiments of the present application and is not intended to limit the present application. The term "and / or" used herein includes any and all combinations of one or more of the associated listed items.

[0034] As shown in Figures 1 to 4 The present application provides a railway bridge transverse portal frame pier and longitudinal continuous beam combination system, which includes support columns 1 and continuous beam piers 2 arranged along the longitudinal direction of a road to be crossed, transverse portal frame piers integrated with the continuous beam at the position of crossing a railway or a road, and portal frame pier bodies 3 arranged transversely along both sides of the road to be crossed and longitudinal continuous beam side piers 4 arranged along the longitudinal direction of the road to be crossed. The portal frame piers are provided with transverse beams 5, the transverse beams 5 of the portal frame piers are used as the transverse beams of the longitudinal continuous beam, the portal frame piers are used as the continuous beam middle piers, and longitudinal continuous beam side piers are arranged along the longitudinal direction of the line before and after the railway or road to be crossed. The height of the transverse beams 5 is consistent with the height of the continuous beam within the clearance range of the railway or road to be crossed.

[0035] The scheme is a combination system of a railway bridge transverse portal frame pier and a longitudinal continuous beam 2, which utilizes the transverse beam 5 of the transverse portal frame pier as the middle transverse beam of the longitudinal continuous beam 2, thereby forming a cross-shaped three-dimensional combination system. In order to effectively reduce the stress span of the transverse beam 5 of the portal frame bridge pier, thereby reducing the structural height of the transverse beam 5 of the portal frame bridge pier, a diagonal 6 can be arranged between the pier body 3 and the transverse beam 5 of the portal frame bridge pier, and a portal frame bridge pier pier body 3 with large rigidity is arranged to effectively reduce the structural height of the transverse beam 5 of the portal frame bridge pier. In order to effectively reduce the structural height of the overline building, the transverse beam 5 of the transverse portal frame pier is combined with the longitudinal continuous beam 2 into one, and the transverse beam 5 of the transverse portal frame pier is utilized as the middle transverse beam of the longitudinal continuous beam 2, thereby effectively reducing the structural height of the overline building across the railway, highway or urban road, and the problems of strict limitation of the structural height and the passing net height of the overline bridge structure, the need to use low-height or ultra-low-height structure, and the like can be well solved, and the problems of difficult operation, maintenance and repair of the steel structure on the electrified railway in the future, electromagnetic induction between the high-voltage power supply line of the electrified railway catenary and the steel structure, large maintenance workload and maintenance cost of the steel structure in the later period, and high safety risk of maintenance operation, and the like can be avoided. The unreasonable stress, poor bridge landscape effect, and inconvenient operation and maintenance (such as replacement of sleepers) of the curved channel beam structure and the like can be avoided, and the requirements of the railway operation department for the daily maintenance of the existing railway bridge above the electrified railway and the convenient later maintenance of the railway line can be well met. The stress characteristics, structural height and economy of the structure are obviously superior to those of the conventional portal pier crossing method and the cross longitudinal continuous beam 2 crossing method, and the structure system is first used in the railway bridge in China, which can provide a good and reference structure system for the design of the future type of railway bridge.

[0036] The problems of unreasonable structural design, extremely complex structural stress, and extremely difficult and unreasonable structural steel arrangement of the previous small-angle skew frame bridge or rigid frame bridge can be avoided. The structure is suitable for the design and construction of the iron-over-iron overpass or iron-over-public overpass (or overline bridge) which is controlled by the railway line plan and longitudinal section conditions, especially when the railway crosses the railway, highway or urban road at a small angle, the structural height and the passing net height of the railway bridge are strictly limited, only the minimum passing net height requirement is met, and the railway bridge must use an ultra-low-height structure design.

[0037] As shown in Figure 2 The preferred scheme leaves a beam gap 7 between the transverse beam 5 and the longitudinal continuous beam 2. The beam gap 7 plays a buffering and retreating role of thermal expansion and contraction.

[0038] The system has the following characteristics:

[0039] (1) For the newly built iron overpass or iron overpass, at the position of the railway bridge crossing the railway, highway, urban road, the large stiffness portal frame bridge pier pier body 3 is arranged along the shoulder of the crossed railway or highway or the two sides of the urban road;

[0040] (2) In order to provide a large stiffness portal frame bridge pier pier body 3, and to improve the stress condition of the beam 5 of the portal frame bridge pier as much as possible, and to reduce the structure height of the beam 5 of the portal frame bridge pier in the crossing range and the height of the transverse beam of the longitudinal continuous beam 2, the thin-walled pier structure form can be used for the portal frame pier pier body, that is, the thin-walled pier structure form with relatively large longitudinal size and relatively small transverse size is used to improve the stress condition of the beam 5 of the portal frame pier, to provide a reasonable and appropriate width for the prestressed cable transverse arrangement of the beam 5 of the portal frame pier with lower structure height, to avoid arranging multiple rows of prestressed cables along the vertical section, to enable the prestressed cable to fully and reasonably play its role in the structure section, and to obtain good landscape effect when the train passes under the bridge.

[0041] When the portal frame pier is relatively low, by using the thin-walled pier structure form for the portal frame pier pier body, the purpose of improving the stress condition of the portal frame bridge pier can also be achieved.

[0042] (3) In order to reduce the span and structure height of the beam 5 of the portal frame pier as much as possible, in combination with the large stiffness pier body of the portal frame bridge pier, under the premise of meeting the structure without invading the limit, the inclined strut 6 can be arranged between the portal frame bridge pier and the beam 5 to effectively reduce the structure height of the beam 5 of the portal frame pier at the crossing position, improve the stress condition of the beam 5, and make the structure height of the beam 5 of the portal frame bridge pier in the crossing range consistent with the structure height of the longitudinal continuous beam 2.

[0043] (4) The two-span longitudinal continuous beam 2 structure (the longitudinal continuous beam side pier 4 is located outside the railway shoulder or highway shoulder or urban road traffic clearance to be crossed) or multi-span longitudinal continuous beam 2 structure is used along the longitudinal direction, and is integrated with the beam 5 of the transverse portal frame bridge pier; the beam 5 of the transverse portal frame bridge pier is used as the transverse beam of the longitudinal continuous beam 2, and the beam height is matched with the height of the beam 5 of the portal frame bridge pier, so as to realize the low height and ultra-low height structure design system of the combination of the transverse portal frame pier of the railway bridge and the longitudinal continuous beam 2, and effectively solve the low height and ultra-low height bridge structure design problem of the iron overpass and the iron overpass.

[0044] (5) The portal frame bridge pier pier body 3 and the beam 5 should be designed in a controlled matching manner with the longitudinal continuous beam 2 structure, so as to realize the reasonable design of the system structure.

[0045] (6) The pier body of the portal rigid frame bridge shall be controlled so as not to enter the railway shoulder (or highway shoulder, urban road clearance) it crosses. When conditions permit, the pier foundation (such as the abutment) of the portal rigid frame bridge shall be designed so as not to enter the railway shoulder (or highway shoulder, urban road clearance) it crosses.

[0046] (7) The inclined beam 6 (upper inclined beam) between the portal rigid frame pier and the cross beam 5 shall be controlled in accordance with the principle of not encroaching on the railway clearance (or highway clearance, urban road traffic clearance) it crosses, and with an appropriate margin.

[0047] (8) This structure is particularly suitable for newly built railway crossings and grade-separated railways with limited structural height, as well as newly built railway crossings and grade-separated railways with limited structural height. It is also suitable for newly built railways crossing existing railways (with reserved electrification conditions) and railway crossings and grade-separated railways crossing existing highways and urban roads (the road clearance is temporarily reduced during construction or large vehicles are temporarily detoured to the side) and grade-separated railways with limited structural height. It can adapt well to various line conditions such as straight lines, curves, and variable widths. It is generally constructed by cast-in-place.

[0048] This plan involves the field of bridge design and construction technology, specifically addressing the design issues of various low-height and ultra-low-height bridge structures with strict limitations on clearance and structural height, such as newly built railway-railway interchanges or railway-public interchanges. In addition, when cast-in-place construction is feasible, this structural system should be used to replace the conventional portal pier crossing method and cross-shaped longitudinal continuous beam crossing method, in order to improve the stress characteristics of the structure, reduce the structural height, and improve the economy of the structural system.

[0049] In a specific engineering application: In the reconstruction of the Chongqing-Huaihua Railway Meijiang-Huaihua section, the construction of a second line to connect to the Huaihua hub requires relocation and adjustment of the existing Chongqing-Huaihua Railway's horizontal position, and the construction of a new second line. The Moshaxi No. 2 Bridge of the new second line of the Chongqing-Huaihua Railway adopts a small-angle skew crossing over the new Chongqing-Huaihua Railway line, with the angle between the two lines being only 19°. If a single span is used, the bridge span must be ≥41.0m, and both lines are electrified single-track railways. Under normal circumstances, the minimum clearance height under the overpass structure is required to be designed to be ≥6.75m, and under difficult circumstances, it must meet the requirement of a minimum clearance height of ≥6.55m. Due to the constraints of the railway's horizontal and vertical alignment, the difference in track top elevation between the two lines is only 9.0m. After deducting the height of the tracks and equipment on the bridge and the minimum clearance for passage, the height of the bridge structure crossing the Chongqing-Huaihua Railway on the new Chongqing-Huaihua Railway Second Line must be controlled within the range of ≤1.37m (extreme minimum clearance) to 1.57m (general minimum clearance). This results in strict limitations on the height of the bridge structure crossing the Chongqing-Huaihua Railway on the new Chongqing-Huaihua Railway Second Line and the clearance for passage under the bridge. Therefore, the design can only adopt an ultra-low height bridge structure while meeting the minimum clearance requirements of the Chongqing-Huaihua Railway.

[0050] Considering that the structure height of the railway bridge forms such as steel truss beam, steel beam, steel plate (or steel box) beam and channel beam cannot meet the requirements of the railway operation department on the electrified railway bridge structure in the aspects of small operation and maintenance workload, low operation and maintenance cost, operation and maintenance safety, daily inspection, daily maintenance, convenient replacement of track sleeper on the railway bridge and other aspects, and through design comparison and selection, the combined structure system of the railway bridge transverse portal frame and longitudinal continuous beam is adopted for crossing, that is, the combined structure of the longitudinal two-hole 20.0m reinforced concrete longitudinal continuous beam 2+ portal frame pier (the transverse beam 5 adopts prestressed reinforced concrete structure) is adopted for crossing.

[0051] The portal frame pier of the newly-built Moshaxi 2# Bridge of the newly-built second line of Chongqing-Huaiyang Railway is located at the position crossing the Chongqing-Huaiyang Railway, the transverse span of the portal frame pier is controlled according to the condition that the pier body does not enter the shoulder of the Chongqing-Huaiyang Railway, the transverse calculation span of the portal frame pier is 14.5m, and the transverse beam 5 adopts prestressed reinforced concrete structure; the longitudinal continuous beam 2 span is controlled according to the condition that the longitudinal continuous beam side pier 4 does not enter the shoulder of the Chongqing-Huaiyang Railway, the top hat of the longitudinal continuous beam side pier 4 (the front and rear are connected with simple-supported beam) does not affect the return line of the catenary and generally does not enter the shoulder, the two-hole 20.0m reinforced concrete longitudinal continuous beam 2 is adopted and is connected with the transverse beam 5 of the transverse portal frame pier as a whole, and the transverse beam 5 of the transverse portal frame pier is used as the transverse beam of the longitudinal continuous beam 2 for design.

[0052] In order to effectively improve the stress condition of the transverse beam 5 of the portal frame pier, reduce the structure height of the transverse beam 5 of the portal frame pier in the crossing range and the height of the transverse beam of the longitudinal continuous beam 2, and make the structure height of the transverse beam 5 of the portal frame pier in the crossing range match the structure height of the longitudinal continuous beam 2, the large stiffness is adopted for the pier body 3 of the portal frame pier, the strut 6 is arranged between the portal frame pier and the transverse beam 5 (controlled according to the condition that the railway clearance is not invaded and a margin is left), and the pier body 3 of the portal frame pier and the transverse beam 5 are lengthened in the longitudinal direction as necessary.

[0053] The longitudinal (2-20)m longitudinal continuous beam 2 has a total length of 41.2m, a beam height of 1.3m, a top plate width of 6.6m, a bottom plate width of 5m, a distance from the center of the side support of the longitudinal continuous beam 2 to the beam end of 0.60m, the transverse beam 5 of the transverse portal frame pier is used as the transverse beam of the longitudinal continuous beam 2, the longitudinal continuous beam 2 is designed according to the reinforced concrete structure in the longitudinal direction, and the transverse beam is designed according to the prestressed reinforced concrete structure; the transverse span of the portal frame pier is 14.5m, the total length of the transverse beam 5 is 17.6m, the structure height of the transverse beam 5 is 1.3m, and the width is 4.5m; the transverse beam 5 is designed according to the prestressed reinforced concrete structure; the pier height of the portal frame pier is 12.2m, the cross-sectional size of the pier body in the transverse direction is 2.5m, and the size in the longitudinal direction is 4.5m, the foundation adopts two 4 The longitudinal dimension of the pile cap is 5.3m, the lateral dimension is 5.1m, and the thickness is 2.0m, the pier body and the foundation of the portal frame pier are designed by using reinforced concrete structure; the inclined strut 6 is arranged between the portal frame pier body 3 and the cross beam 5, the size of the inclined strut 6 is 1.8*1.8m, and the root height is 3.1m; according to the calculation, the indicators of the combined structure system of the lateral portal frame and the longitudinal continuous beam 2 of the railway bridge can better meet the requirements of the design specification.

[0054] The beneficial effects of the above specific engineering practical application are as follows:

[0055] (1) The patent technology first creates the combined structure system of the lateral portal frame and the longitudinal continuous beam 2 of the railway bridge in the railway industry, and successfully solves the problems of the ultra-low height structure of the railway bridge of the new railway iron overpass, the new railway crossing highway, urban road iron overpass, the new railway crossing existing railway (provision of electrification conditions) iron overpass, and the new railway crossing existing highway, urban road iron overpass.

[0056] (2) The scheme technology provides a new design scheme and method for the design of the railway bridge when the net height of the iron overpass and the iron overpass is strictly limited and only meets the requirement of the minimum passing net height, and provides a new solution for the design of the ultra-low height structure of the railway bridge.

[0057] (3) The scheme technology provides a new design scheme, method and solution for the design of the railway bridge of the railway crossing railway, highway and urban road at a small angle and the structure height of the railway bridge being strictly limited; avoids the problems of unreasonable structure design, extremely complex structure stress, and unreasonable and difficult structure reinforcement arrangement of the previous small angle oblique frame bridge or rigid frame bridge.

[0058] (4) The scheme technology has reasonable structure design, simple and clear structure stress; simple construction, convenient operation, mature technology, easy quality control, and fast construction speed.

[0059] (5) Compared with the steel truss beam or the steel plate (box) beam used in the iron overpass with strictly limited structure height, the scheme technology significantly reduces the electromagnetic induction of the high-voltage power supply line of the electrified railway contact net, avoids the close proximity of the low-voltage return line to the steel structure, is beneficial to environmental protection and energy saving, ensures the safety of personnel during future daily maintenance, and reduces the maintenance workload and safety risk to the minimum, which meets the requirements of the railway operation department for small maintenance workload, low maintenance cost and safe operation of the structure of the railway bridge above the electrified railway.

[0060] (6) Compared with the slot beam used in the previous structure, the scheme greatly facilitates the daily inspection and maintenance of the railway, and provides convenient conditions for the regular replacement of the railway track on the railway bridge, and meets the requirements of the railway operation department for the convenience of the later maintenance of the railway line.

[0061] (7) After technical and economic comparison, the bridge structure using the scheme saves 4.39 million yuan of engineering investment compared with the steel truss beam scheme, and saves more than 1.06 million yuan of engineering investment compared with the conventional span longitudinal continuous beam 2 scheme. The bridge structure using the scheme has the least engineering investment, greatly reduces the line elevation of the newly built railway crossing the railway and the length of the overpass bridge, solves the problems of strict limitation of net height of iron-over-iron overpass and ultra-low height structure of railway bridge, and has very significant economic and technical benefits.

[0062] (8) The scheme is safe, economical, reasonable in technology, energy-saving and environmentally friendly, has good social and economic benefits, and good landscape effect of the railway bridge.

[0063] As shown in Figures 1 to 4 , the present application also provides a railway bridge portal frame pier and longitudinal continuous beam method, comprising the following steps:

[0064] Firstly, the pier position of the portal frame pier is designed on both sides of the road to be crossed, and the site near the portal frame pier is leveled, the portal frame pier foundation is constructed (the foundation pit excavation of the bridge pier foundation is protected by taking necessary protection measures as needed), then the portal frame pier body 3 is well constructed, the longitudinal continuous beam side pier 4 foundation, pier body and top hat are well constructed, and the longitudinal continuous beam side pier 4 support is well placed;

[0065] Secondly, the column-beam method is used to erect the portal frame pier, cross beam 5, inclined strut 6 and longitudinal continuous beam 2 cast-in-place support;

[0066] Thirdly, the portal frame pier cross beam 5, inclined strut 6 and longitudinal continuous beam 2 beam body are cast-in-place constructed, and the height of the cross beam 5 is consistent with that of the longitudinal continuous beam 2;

[0067] Fourthly, the column-beam method cast-in-place support is removed and the beam is lowered;

[0068] Fifthly, the longitudinal continuous beam 2 bridge deck system is constructed;

[0069] Sixthly, the line and track equipment are laid on the bridge.

[0070] Preferably, the inclined strut 6 arranged between the portal frame pier and the cross beam 5 is arranged according to the clearance of the road to be crossed, and has a surplus amount for control.

[0071] Specifically, (1) for the newly-built iron overpass or iron overpass, at the position of the railway bridge crossing the railway, highway or urban road, a large-rigidity portal frame pier pier body 3 is arranged along the shoulder of the crossed railway or highway or both sides of the urban road;

[0072] (2) In order to provide a large-rigidity portal frame pier pier body 3 and improve the stress condition of the beam 5 of the portal frame pier as much as possible, the size of the portal frame pier pier body 3 and the size of the portal frame beam 5 are appropriately lengthened in the longitudinal direction;

[0073] (3) In combination with the large-rigidity pier body of the portal frame pier, a strut 6 is arranged between the portal frame pier and the beam 5, so as to effectively improve the stress condition of the beam 5 of the portal frame pier and reduce the structure height of the beam 5 in the crossing range, so that the structure height of the beam 5 of the portal frame pier in the crossing range matches the structure height of the longitudinal continuous beam 2;

[0074] (4) The two-span longitudinal continuous beam 2 structure is adopted in the longitudinal direction (the side pier 4 of the longitudinal continuous beam is located outside the passing clearance of the shoulder of the crossed railway or highway or urban road), and is integrated with the beam 5 of the transverse portal frame pier, and the beam 5 of the transverse portal frame pier is used as the cross beam of the longitudinal continuous beam 2, so as to realize the ultra-low height structure design of the combination structure of the transverse portal frame of the railway bridge and the longitudinal continuous beam 2, and effectively solve the problem of the ultra-low height bridge structure design of the iron overpass and the iron overpass.

[0075] (5) The height of the beam 5 of the portal frame pier in the crossing range is controlled to match the structure height of the longitudinal continuous beam 2; the pier body of the portal frame pier and the strut 6 arranged between the pier body and the beam 5 are controlled and matched in design according to the allowable structure height and stress condition of the beam 5 of the portal frame pier in the crossing range, so as to realize the ultra-low height structure design of the railway bridge.

[0076] (6) The pier body 3 of the portal frame pier is controlled not to enter the shoulder of the crossed railway (or the passing clearance of the highway shoulder or urban road);

[0077] (7) The strut 6 (upper strut 6) arranged between the portal frame pier and the beam 5 is controlled not to invade the railway clearance (or highway clearance, urban road passing clearance) and has a proper allowance.

[0078] Beneficial effects:

[0079] (1) The combination system of railway bridge transverse portal rigid frame pier and longitudinal continuous beam in railway industry is created for the first time, which successfully solves the design problems of various low-height and ultra-low-height bridge structures when the traffic clearance height and structural height are strictly limited, such as the iron-over-iron overpass of new railway crossing railway, the iron-over-public overpass of new railway crossing highway and urban road, the iron-over-iron overpass of new railway crossing existing railway (with reserved electrification conditions), and the iron-over-public overpass of new railway crossing existing highway and urban road.

[0080] (2) The scheme technology provides a new design scheme and method for the design of railway bridge when the traffic clearance height and structural height are strictly limited and only meet the requirements of the minimum traffic clearance height and structural height, and provides a new solution for the design of low-height and ultra-low-height railway bridge structures.

[0081] (3) The scheme technology is particularly suitable for the case of railway crossing railway, highway and urban road at a small angle. When the railway crosses railway, highway and urban road at a small angle, the design span of the railway bridge crossing can be effectively reduced, and the structure has the characteristics of good structural stress condition, low structural height and good economic performance compared with the conventional portal pier crossing method and cross longitudinal continuous beam crossing method. The scheme technology provides a new design scheme, method and solution for the design of railway bridge, and avoids the problems of unreasonable structure design, complex structural stress, and unreasonable and difficult structural reinforcement arrangement in the previous small-angle oblique frame bridge or rigid frame bridge.

[0082] (4) The structure system design of the scheme technology is reasonable and the structural stress is simple and clear. The matching design of the portal rigid frame pier pier body and the transverse beam and the longitudinal continuous beam structure is emphasized to realize the reasonable design of the overall structure system.

[0083] (5) The scheme technology solves the problem of ultra-low-height bridge structure crossing electrified railway, avoids the difficulties in operation, maintenance and repair caused by the use of steel structure crossing, avoids the electromagnetic induction between the high-voltage power supply line of electrified railway contact net and steel structure, is beneficial to personal safety during future daily maintenance, reduces the workload, cost and safety risk of railway maintenance, well meets the requirements of railway operation department on the bridge structure above electrified railway in terms of later maintenance, and has good energy saving and environmental protection and safety.

[0084] (6) The scheme technology avoids the problems of unreasonable structure stress, poor bridge landscape effect, inconvenient operation and maintenance (such as replacing the sleeper) caused by the adoption of the channel beam structure due to insufficient structural height in the past, facilitates the development of the daily inspection and maintenance work of the railway, and provides convenient conditions for the regular replacement of the track sleeper on the railway bridge, thereby meeting the requirements of the railway operation department on the convenient later-stage maintenance work of the railway.

[0085] Beneficial effects: The railway bridge transverse portal frame pier and longitudinal continuous beam combination system is provided, including the following steps: in the first step, the pier position of the portal frame bridge pier is designed on both sides of the road to be crossed, the site near the portal frame bridge pier is leveled, the portal frame bridge pier foundation is constructed, the portal frame bridge pier body is constructed, and the longitudinal continuous beam side pier foundation, pier body and top cap are constructed, and the longitudinal continuous beam side pier support is placed; in the second step, the column beam method is used to erect the portal frame bridge pier, cross beam, inclined strut and longitudinal continuous beam cast-in-place support; in the third step, the portal frame bridge pier cross beam, inclined strut and longitudinal continuous beam body are cast in place, the height of the cross beam is consistent with that of the longitudinal continuous beam; in the fourth step, the column beam method is used to remove the cast-in-place support and fall the beam; in the fifth step, the longitudinal continuous beam bridge deck system is constructed; and in the sixth step, the line and track equipment are laid on the bridge. The scheme adopts the railway bridge transverse portal frame pier and longitudinal continuous beam combination system, uses the cross beam of the transverse portal frame pier as the middle cross diaphragm of the longitudinal continuous beam, thereby forming a cross-shaped three-dimensional combined structure, effectively reducing the stress span of the cross beam of the portal frame bridge pier, thereby reducing the structural height of the cross beam of the portal frame bridge pier, meeting the environmental protection and energy saving requirements, and achieving good landscape effect of the channel beam bridge. The scheme provides a new design scheme, design method and solution for the design of the railway bridge crossing the railway, highway and urban road at a small angle. The scheme has good reference and reference significance for the design of the railway bridge and has very wide application prospect.

[0086] The above description is only a preferred embodiment of the present application, and does not limit the present application in any form; any person skilled in the art can easily implement the present application according to the drawings and the above description; however, any equivalent changes, modifications and evolution of the above-mentioned technical content without departing from the scope of the technical scheme of the present application are equivalent embodiments of the present application; at the same time, any equivalent changes, modifications and evolution of the above-mentioned technical content without departing from the scope of the technical scheme of the present application are equivalent embodiments of the present application.

Claims

1. A railway bridge transverse portal frame pier and longitudinal continuous beam combination system, comprising a continuous beam and a continuous beam pier arranged along the longitudinal direction of the track, and a transverse portal frame pier arranged at the position of the crossing point of the railway or road and combined with the continuous beam as a whole; characterized in that, The door-type rigid frame pier is provided with a pier body arranged transversely along both sides of the position of the railway or road intersection to be crossed, and a cross beam arranged above the railway or road to be crossed, a skew is arranged between the pier body and the cross beam of the door-type rigid frame pier, the cross beam of the door-type rigid frame pier is used as the cross beam of the longitudinal continuous beam, the door-type rigid frame pier is used as the pier in the continuous beam, and longitudinal continuous beam side piers are arranged along the route longitudinally in front of and behind the railway or road to be crossed; the cross beam is consistent with the height of the continuous beam in the clearance range of the railway or road to be crossed; and the pier body of the door-type rigid frame pier adopts a thin-walled pier structure to improve the stress condition of the door-type rigid frame pier.

2. The combination of a lateral portal frame pier and a longitudinal continuous girder for a railway bridge according to claim 1, wherein The cross beam adopts a prestressed reinforced concrete structure or a reinforced concrete structure according to the span, and the longitudinal continuous beam adopts a prestressed reinforced concrete structure or a reinforced concrete structure according to the span.

3. The railway bridge transverse portal frame pier and longitudinal continuous beam combination system according to claim 1 or 2, characterized in that, The size of the pier body of the door-type rigid frame pier and the size of the cross beam are lengthened along the longitudinal direction according to the requirement.

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